DE10335639A1 - Clutch brake combination - Google Patents

Abstract

The invention relates to a coupling/brake combination, characterised in that the unit is embodied as a so-called lantern (connector piece) with integrated static current operated spring pressure brake and with a central hub (for example, a bellows coupling or a plug-in coupling or a shaft in hollow shaft) between the input side (motor) and output side (gearbox/spindle/or similar) and the brake is arranged on the output side (gearbox/spindle side). The unit is embodied such that both shaft levels from the input side (motor) and output side (gearbox/spindle/or similar) lie directly adjacent each other in the central hub such that the shortest possible length of the whole unit can be achieved.

Description

The present invention is based on a prior art, as shown in the DE 201 05 746.8 or WO 02/084841 of the applicant is given.

In this known embodiment, an elastic coupling such as a bellows coupling is usually used between the motor shaft and the transmission shaft or the spindle to be driven and the whole shielded by a connector in the form of a so-called "lantern" against the environment - compare approximately the 1 ,

In the aforementioned prior art, it has been assumed that the brake is built on a servomotor and is effective on the motor side. The second shaft, which is connected via the bellows coupling, may be a gear, a spindle, a ball screw or the like. A disadvantage of this arrangement is that it builds relatively long. It should be added that if this clutch brake combination in a vertical axis (as in 1 ), several additional problems have to be considered.

If the coupling e.g. by external influences If there is a break, there may be a "crash" of the downstream machine parts and thus causing considerable damage come.

The same problem of eventual crash of the downstream machine parts turns off when the drive motor is faulty and for repair or exchanges should be expanded.

In It is also particularly desirable for many concrete installation situations a particularly short in the axial direction clutch brake combination to be able to use.

hereafter it is the object underlying the present invention, to eliminate the above problems in the most efficient way possible.

These Task is in accordance with the invention solved by that the coil carrier housing the Brake with the solenoid is designed so that it is approximately the aforementioned lantern corresponds. The brake rotor with the two Friction linings and with its teeth are arranged directly on the hub, the is connected to the bellows coupling and its clamping. This means, that the brake is arranged on the output side and thus also then for the downstream machine parts remain effective when the clutch failed.

• 1) Nachdem die Bremse mit ihrer Umfangsverzahnung auf der Getriebe- oder Spindelwelle direkt angebaut ist, sind keine weiteren Kupplungsteile zwischen Motor und Getriebe vorhanden, welche bei einem eventuell auftretenden Bruch die Bremse sonst unwirksam werden lassen.
• 2) Sollte der Motor ausgewechselt werden müssen, kann dies ohne Probleme geschehen, da die Bremse auf der Abtriebsseite direkt angebaut ist und somit die Bremswirkung erhalten bleibt. Die Motorwelle kann somit aus der Kupplung herausgezogen werden und die Bremswirkung ist trotzdem vorhanden.
• 3) Durch die Ausgestaltung der Kupplungsbremskombination nach Art der vorgenannten Laterne wird erreicht, dass die beiden Wellenspiegel (Motorwelle, Getriebe- bzw. Spindelwelle) so nahe wie möglich beieinander liegen und somit kein Bauraum verschwendet wird.
• 4) Die herkömmliche Laterne mit der darin enthaltenen Balgkupplung entfällt und stattdessen wird eine komplette Bremse mit einem entsprechenden Gehäuse eingesetzt, die in ihrem Zentrum zur Aufnahme der elastischen Kupplung, z.B. der Balgkupplung ausgebildet und eingerichtet ist. Somit entsteht eine optimale Raumausnutzung und eine einfache kompakte Konstruktion.

The solution according to the invention gives the following advantages:

• 1) After the brake with its peripheral toothing on the gear or spindle shaft is directly mounted, there are no other coupling parts between the engine and the gearbox, which would otherwise render the brake ineffective in the event of a break.
• 2) If the engine has to be replaced, this can be done without any problems, since the brake is directly mounted on the output side and thus the braking effect is maintained. The motor shaft can thus be pulled out of the clutch and the braking effect is still present.
• 3) The design of the clutch brake combination on the type of the aforementioned lantern ensures that the two wave levels (motor shaft, gear or spindle shaft) are as close to each other as possible and thus no space is wasted.
• 4) The conventional lantern with the bellows coupling contained therein is eliminated and instead a complete brake with a corresponding housing is used, which is formed and arranged in its center for receiving the elastic coupling, such as the bellows coupling. This results in optimal space utilization and a simple compact design.

The The present invention will be explained in more detail with reference to the attached figures. In this shows:

1 a schematic representation of a typical installation situation of the clutch brake combination according to the invention in the form of a "lantern" (= connector 3 ) in a vertical drive train between a drive motor 2 and, for example, a transmission 1 ; for ease of illustration, various components are simply omitted;

2 a complete illustration of a first embodiment of the invention;

3 a sectional view similar to the 1 but along line BB in 4 ;

4 a view of 2 and 3 from the right;

5 a further preferred embodiment of the first embodiment of the clutch brake combination according to the invention;

6 an alternative embodiment of the clutch brake combination according to the invention.

The 2 shows a preferred embodiment of the clutch brake combination according to the invention, the essential aspect is the fact that a friction-operated friction brake in the "lantern" (= connector 3 ) is integrated and the associated brake rotor 8th inside the lantern on the toothing 13 on the central hub 15 the hollow shaft 16 the output side sits, the hollow shaft via a clamping ring 14 with a clamping screw 33 can be connected to the stub shaft, not shown, the output side.

The hollow shaft 16 the output side has towards the drive side to an axial extension in the form of a flexible coupling, which concretely the shape of a welded bellows coupling 18 with a terminal clamping ring 21 on the drive side, the latter with a clamping screw 32 is operable.

That the hollow shaft 16 the output side and the bellows coupling 18 the drive side completely enclosing connector 3 (= Lantern) is at the same time as a coil carrier housing 5 for the solenoid 6 formed, in a known manner with the axially displaceable but non-rotatable armature disc 7 cooperates and the latter in the energized state against the force of the compression springs 19 attracts. When de-energized, the armature disk pushes 7 due to the compression springs 19 against the both sides with friction linings 9 provided brake rotor 8th that's about the gearing 13 with the hollow shaft 16 torsionally rigid but axially displaceable connected. When braked, the rotor lies with its friction linings 9 on the one hand at the anchor plate 7 , on the other hand, on the brake flange 10 on, like, from the 1 apparent, is integrated into the "lantern".

The in 2 right-side conclusion of the "lantern" forms a concentric mounted adjusting ring 23 , which is a centering 25 For the drive motor, not shown. The adjusting ring has a radial bore 22 on, which makes it possible, a tool for loosening or tightening the clamping screw 32 from outside into the unit. The adjustability of the ring 23 in the circumferential direction ensures that access to the screw 32 is always possible, regardless of the purely random rest position of the clamping ring 12 at standstill of the unit.

Function:

The brake works according to the known closed-circuit principle. There will be a voltage on the solenoid 6 given, which is in the coil carrier housing 5 located. This will be the anchor plate 7 axially against the pressure of the compression springs 19 tightened, with the torque transmission through the bolts 20 he follows. Thus, the rotor can 8th with the two friction linings 9 about the gearing 13 on the hub 15 consequences. This can turn around freely. When the current is removed, the armature disc drops above the spring pressure 19 against the two friction linings 9 one and the hub 15 is slowed down.

Drive:

The motor shaft 17 which from the right in 2 in the bellows coupling 18 can be inserted, via the clamping ring 12 and the screw 32 be clamped. Thus, the torque transmission from the motor shaft 17 on the bellows coupling 18 which with the hub 15 connected, eg welded.

Through the clamping ring 14 can any driven stub shaft, such as a transmission stub shaft or a spindle shaft stub in the hollow shaft 16 be inserted. Inside the hollow shaft 16 is preferably a stop 31 designed so that the shaft is not pushed too far. With the clamping ring 14 and the screw 33 Then, the so-called output shaft (transmission or spindle shaft) clamped and there is the desired torque transmission from the drive side to the output side.

During assembly, first the transmission shaft is clamped, which is via the bore 21 with an Allen key on the screw 33 can be done. About the outer centering 26 the clutch / brake combination is mounted on the gearbox or a mounting flange and over the hole 29 attached in four places. The connecting screw 11 only serves to the housing 5 on the brake flange 10 to fix.

Motor mounting:

The motor shaft 17 is pushed into the bellows coupling and then over the hole 22 the clamping ring 12 with the hexagon socket screw 32 clamped on the motor shaft. The engine is about centering 25 on the adjusting ring 23 fixed and four spacers 27 with a hole 30 with screws on the thread 28 attached.

Advantageous embodiment:

The adjusting ring 23 serves the fact that in case of engine failure, this ring can be rotated in any rotational position, so that the bore 22 over the screw 32 of the clamping ring 12 stands, then the motor shaft 17 in any position to be able to solve them and axially from the clutch ago to be able to take off. With this embodiment, a completely closed clutch-brake combination is created in the anyway in any position of the engine on or can be dismantled. This is important for engine failure, because then the engine stops working and can not be turned into a specific "disassembly position".

Alternative:

The hub 15 can also be designed such that no hollow shaft 16 but a stub shaft 34 is present as in 6 shown. Furthermore, it is possible to dispense with a bellows coupling and the motor shaft 17 directly with a hollow shaft 36 and a clamping ring 37 into the hole 36 introduce and clamp. However, it makes sense in the brake flange 10 a warehouse 35 contribute. It is appropriate to carry out this ball bearing in sealed form or possibly to make the brake flange a little wider and in addition to apply a seal to oil o. Ä. Of the friction linings 9 keep away.

Advantageous assembly aids:

In the 5 shown, on the circumference of the adjusting ring 23 evenly distributed three or more setscrews 38 serve for tilting or eccentric insertion of the motor shaft 17 in the bellows coupling 18 the bellows is not crushed and damaged. After the grub screws 38 in the ring groove 39 the bellows coupling 18 protrude into the bellows, neither during insertion nor when pulling out the shaft 17 compressed or overstretched. The gap 40 between the bobbin case 5 and the bellows coupling is used in addition to the radial limitation of the possibility of displacement, so as not to get an unnecessary, excessive radial displacement, which could leave permanent damage to the clutch. Another advantage is given by the transport of the entire clutch-brake combination.

1

Transmission / spindle etc.

2

engine

3

Lantern between engine and transmission

4

clutch

5

Coil support housing

6

solenoid

7

armature disc

8th

rotor

9

friction linings

10

brake flange

11

connecting screw

12

clamping ring engine

13

gearing

14

clamping ring transmission side

15

Hub (with toothing ( 15 ))

16

hollow shaft transmission side

17

motor shaft

18

Bellows

19

feathers (Coil springs)

20

bolt

21

drilling in the brake flange

22

drilling in the adjusting ring

23

adjusting

24

Centering coil carrier ( 5 )

25

centering Adjusting ring for engine

26

external centering brake flange

27

spacers

28

Thread in the coil carrier ( 5 )

29

Through hole in the coil carrier ( 5 )

30

drilling Stand Off

31

Stopper hollow shaft ( 16 )

32

clamping screw engine

33

clamping screw transmission side

34

stub shaft

35

storage

36

hollow shaft for motor shaft

37

clamping for motor shaft

38

Set screws in the adjusting ring ( 23 )

39

Groove in the clamping ring ( 12 )

40

centering (radial limitation)

Claims (7)

Clutch brake combination with integrated quiescent actuated spring pressure brake, characterized in that the unit as a so-called. Lantern (connector) with a central hub between the drive side (motor) and output side (gear / spindle / o.ä.) Is formed and the brake on the output side (transmission - / Spindle side) arranged and the unit is designed so that the two shaft mirrors of the drive side (motor) and output side (gear / spindle / o.ä.) In the central hub directly adjacent to each other, so that the shortest possible length of the complete unit achieved becomes. Clutch brake combination according to claim 1, characterized in that for torque transmission from the drive side (motor shaft) to the output side (hub 15 ) an elastic coupling such as a bellows coupling ( 18 ) with clamping ring ( 12 ), which is so small in diameter that it fits radially into the center of the brake and the two wave mirrors are as close to each other as possible. Clutch brake combination according to claim 1, characterized in that an adjustable in its angular position adjusting ring ( 23 ) is provided so that in any rotational position of the clamping ring ( 12 ) the output side has the possibility, via the radial bore ( 22 ) the clamp screw ( 32 ) in order to install a new engine in case of a defect. Clutch brake combination according to claim 1, characterized in that the hub ( 15 ) with an axially protruding stub shaft ( 34 . 6 ) is formed and the motor shaft directly into a bore ( 36 ) the hub ( 15 ) and by means of a clamping ring ( 37 ) is clamped. Clutch brake combination according to claim 4, characterized in that the hub with an additional storage ( 35 ) is sealed, the bearing is sealed and it is possible, the brake flange ( 10 ) and to additionally attach a seal so that the friction linings are protected from oil. Clutch brake combination according to claim 1 or 4, characterized in that the clamping ring ( 12 ) with a groove (groove 39 ) is formed, in which a plurality of distributed on the circumference of threaded pins ( 38 protrude the bellows for disassembly and assembly of the motor shaft ( 17 ) set axially so that it is not crushed during assembly and overstretched. Clutch brake combination according to one of claims 4-6, characterized in that in addition a gap ( 40 ) between bobbin case ( 5 ) and clamping ring ( 12 ) is present such that the gap ( 40 ) causes an adequate radial fixation of the bellows coupling, which is thus secured against excessive radial displacements.